CN112839857A - Automated vehicle-side control system for a rail vehicle - Google Patents
Automated vehicle-side control system for a rail vehicle Download PDFInfo
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- 238000000034 method Methods 0.000 claims abstract description 15
- 230000007613 environmental effect Effects 0.000 claims abstract description 11
- 238000004590 computer program Methods 0.000 claims description 9
- 238000003384 imaging method Methods 0.000 claims description 9
- 230000001276 controlling effect Effects 0.000 claims description 7
- 230000007246 mechanism Effects 0.000 claims description 6
- 230000008859 change Effects 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
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- 238000011156 evaluation Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2210/00—Vehicle systems
- B61L2210/02—Single autonomous vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to an automated vehicle-side rail vehicle control system (20, 30). The automated vehicle-side rail vehicle control system (20, 30) has a vehicle-side setpoint value specification parameter determination unit (22), an automated train operation system (11), a driving and braking unit (3), and additional sensors for detecting environmental information. A vehicle-side setpoint variable determination unit (22) is configured to determine setpoint variables for the current driving task and the operation of the control system of the rail vehicle on the basis of the vehicle-side position determination and the map data (KD) and the sensor data of the additional sensors. The automated train operation system (1) is configured to generate a driving and braking command (SW) on the basis of a setpoint variable (SWV) of a vehicle-side setpoint variable determination unit (22). The driving and braking unit (3) is configured for performing traction and braking operations based on the determined driving and braking command (SW). Furthermore, a rail vehicle is described. A method for automatically controlling a rail vehicle is also described.
Description
Technical Field
The invention relates to an automated vehicle-side rail vehicle control system. The invention further relates to a rail vehicle. The invention further relates to a method for automatically controlling a rail vehicle.
Background
Rail vehicles have automation systems which are usually based essentially on the adaptation of the infrastructure, i.e. the network in which the rail vehicle moves. With these systems measures are taken to ensure the safety of the line changes against interfering objects. For this purpose, for example, doors on platforms or sensors in railway stations for monitoring the rail clearance can be used. Furthermore, the exterior has a significant influence on the rail vehicle. For this purpose, fixed location markers in the infrastructure predetermine synchronization points. The automatic driving operation is usually based on a train safety system, which has corresponding equipment on the vehicle and infrastructure side. In this type of automated train control, an adapted infrastructure must always be present outside the rail vehicle to be controlled. If no suitable infrastructure is constructed on the line, autonomous driving is usually not possible on this line either.
DE 102017101505 a1 describes a method for optimizing driving operation on the basis of route-and position-dependent data and route-independent data.
A method for identifying a driving path (or lane) is described in WO 2018/104477 a 1. The travel trajectory is recognized using an image recording unit.
Disclosure of Invention
The object of the present invention is to provide an automated control device and a corresponding automated control method for rail vehicles, which require less effort and can be used more flexibly than conventional systems.
The above-mentioned object is achieved by an automated vehicle-side rail vehicle control system according to claim 1, a rail vehicle according to claim 7 and a method for automatically controlling a rail vehicle according to claim 8.
The automatic vehicle-side rail vehicle control system according to the invention has a vehicle-side setpoint value specification parameter determination unit, an automatic train operation system, a driving and braking unit and additional sensors for detecting environmental information. An automated vehicle-side setpoint variable determination unit, for example an automated vehicle-side setpoint variable determination unit, is configured to determine setpoint variable values for the current driving task and the control operation of the rail vehicle on the basis of a highly precise vehicle-side position determination and highly precise map data and sensor data of additional sensors. The driving tasks include, for example, the stopping points and stopping times to be observed while the rail vehicle is driving. Vehicle-side position determination is to be understood as an infrastructure-independent position determination, wherein the rail vehicle comprises the sensor system required for this purpose.
The control operation includes dynamic determination of braking and acceleration target values for moving the vehicle in accordance with the driving task and external environmental conditions. A static speed profile (geschwidkikeitsprofil) is generated from the set route (see driving mission). The regulation must first set the target speed of the vehicle while observing these predefined parameters. The dynamic influences, such as light signal installations, other rail vehicles on the rail, or also possible obstacles in the travel path, are additionally included in the regulation.
The driving tasks include previously determined driving routes and, if necessary, driving planning data relating to the time course. And is therefore the driving task that the vehicle should fulfil. For example, the travel task includes an instruction to travel from a to B while complying with the relative travel plan. In this case, the vehicle should be driven at the maximum possible speed and with a parking duration of X seconds. For highly accurate position determination, technical components such as determining a highly accurate GPS position (corrected GPS) may be used. Furthermore, position markers such as overhead line masts, track changes, buildings, etc. are used as comparison markers. In this case, the SLAM method should be exemplarily mentioned. These characteristics are detected by an environmental sensing mechanism on the vehicle. Furthermore, the measurement data of these components are fused for a highly accurate position determination. In a combination (fusion) suitable for use in rail vehicles, highly accurate GPS receivers, inertial sensing mechanisms, vehicle odometers and environmental sensing mechanisms may be used.
The automated train operation system is configured for generating driving and braking commands on the basis of setpoint specification parameters of the vehicle-side setpoint specification parameter determination unit.
In this context, the driving profile (fahrprofile) is considered to be followed. The driving profile is based on data of a current driving task and map data including information on a maximum speed and a distance. Even in the case of observing the boundary conditions of the current driving task, for example, the determined driving time, a driving profile can be determined which is particularly energy-saving and efficient.
The travel and braking unit is configured for performing traction and braking operations based on the determined travel and braking commands.
Advantageously, the automated operation of the rail vehicle does not need to be adapted to the track and the track infrastructure, since the automated vehicle-side rail vehicle control system according to the invention comprises all components required for the automated operation. Furthermore, the arrangement of the components required for the automated driving, preferably autonomous driving, on the vehicle side also facilitates the hybrid operation of automated and manually controlled vehicles, since no disturbing influences of the units on the infrastructure side, which control the automated or also autonomous driving, occur.
Another way of operating the vehicle is to exchange information between the vehicles. Thus, by including data from other rail vehicles or other vehicles in the drive, the vehicle can, for example, extend its sensor field of view.
The rail vehicle according to the invention has an automated vehicle-side rail vehicle control system according to the invention. The rail vehicle according to the invention shares the advantages of the automated vehicle-side rail vehicle control system according to the invention.
In the method according to the invention for automatically controlling a rail vehicle, the position of the rail vehicle is determined on the vehicle side and environmental information about the surroundings of the rail vehicle is detected. Furthermore, target setpoint parameters for the operation of the rail vehicle for regulating the operation and the driving task are determined on the basis of the determined position and the highly accurate map data. The automated train operation system determines the driving and braking commands on the basis of the setpoint specification parameters of the vehicle-side setpoint specification parameter determination unit. Finally, traction and braking operations are performed based on the determined travel and braking commands.
In addition to the driving and braking commands, other traffic participants can also be warned. In the simplest case, this can be done by means of an alarm bell. However, direct feedback about the current planning and driving actions can also be provided, for example, by means of a light strip outside the vehicle, which is color-coded with respect to the state.
The parts of the automated vehicle-side rail vehicle control system according to the invention can be designed largely in the form of software components. This relates in particular to the setpoint value specification parameter determination unit and the automated train operation system part. In principle, however, these components can also be implemented in part (in particular when particularly fast calculations are involved) in the form of software-supported hardware, for example FPGAs or the like. The required interfaces (for example when only data from other software components are involved) can likewise be configured as software interfaces. The interface may also be designed as a hardware-based interface controlled by suitable software.
The implementation in part in software has the advantage that the computer system (which may be part of an automated control system, for example an autonomous or semi-autonomous control system), which has been used up to now in rail vehicles, can also be modified in a simple manner by software updating in order to operate in the manner according to the invention. In this connection, the above-mentioned object is also achieved by a corresponding computer program product with a computer program, which can be loaded directly into a memory device of such a computer system, having program segments for carrying out all the steps of a method for automatically controlling a rail vehicle when the computer program is executed in the computer system.
In addition to computer programs, such computer program products may, if appropriate, also comprise additional components, such as files and/or additional components, and also hardware components, such as hardware keys (dongle, etc.) for using the software.
For transmission to a storage means of a computer system and/or for storage on a computer system, the program segments of the computer program, which can be read and executed by a computer unit, can be stored on a computer-readable medium, such as a memory stick, hard disk or other removable or fixedly mounted data carrier. For this purpose, the computer unit may have, for example, one or more microprocessors or the like which work together.
The dependent claims and the following description correspondingly contain particularly advantageous embodiments and further embodiments of the invention. In this case, claims of one claim category can also be extended analogously to dependent claims of another claim category and the description thereof. Furthermore, different embodiments and different features of the claims may also be combined into new embodiments within the scope of the invention.
In a preferred embodiment of the automated vehicle-side rail vehicle control system according to the invention, the vehicle-side setpoint variable determining unit comprises one of the following sensors:
a position determination unit, for example based on a satellite navigation system,
-an incremental odometer for the vehicle,
-an imaging system for imaging the object,
-an inertial sensing mechanism.
The mentioned sensors can preferably be used in combination. The combination of sensors enables compensation of the deficiencies of the individual sensor types. For example, slip and skid effects can occur in odometers and in satellite-based position determination units there are inaccuracies in traversing tunnels or forests. The use of inertial sensing mechanisms allows for the detection of direction while driving through switches.
In one embodiment of the automated vehicle-side rail vehicle control system according to the invention, the vehicle-side setpoint variable determination unit comprises a comparison unit for comparing the detected sensor information with a highly accurate route map. Such a highly accurate map enables accurate identification of relevant route features not only at the current location of the vehicle, but also for further changes in the travel route associated with the travel task.
These relevant features included in the highly accurate route map may include at least a portion of the following information:
-a change of line,
-a position of the signal,
-a parking spot position,
-an intersection.
The information about the line change also includes the value of the gradient of the ramp and the value of the turning radius in connection with the selection of the speed or the traction power.
In one embodiment of the automated vehicle-side rail vehicle control system according to the invention, the current predefined parameters of how the rail vehicle should move can be determined on the basis of the current spatial position, the driving task and the stored map. The determined spatial position allows the current position of the rail vehicle to be determined on a stored map, and the driving task provides information about the parking spot to be started, which can likewise be identified on the stored map. Thus, a route can be determined on the map, and the predefined parameters for the driving operation of the rail vehicle can be determined on the basis of the relevant features occurring on the route.
The information of the preferred imaging system can be used to determine the following information:
-an optical signal recognition, the optical signal being detected,
-perception of other traffic participants,
-perception of passengers at a parking spot for performing a parking spot treatment (Haltesellen-intervention).
Advantageously, the automated vehicle-side rail vehicle control system according to the invention can also sense and take into account information from the environment in the current driving profile. For this purpose, the automated vehicle-side rail vehicle control system is equipped with the above-mentioned additional sensors and evaluation units. The environmental information detected by means of the unit mentioned is processed together with the remaining sensor information to form setpoint parameters for the automated train operation system. The setpoint variable can comprise, for example, a speed variable or a value for speed regulation. The speed adjustment may be made using an automated system that determines speed based on the determined location information and environmental information. Alternatively, in the current situation, it may also be determined how far the rail vehicle can move in the current situation based on the environmental information and the position information.
Drawings
The invention is explained in detail below by way of example with reference to the accompanying drawings.
Figure 1 shows a schematic diagram of a conventional system for automated rail vehicle control,
figure 2 shows a schematic diagram of an automated vehicle-side rail vehicle control system according to a first embodiment of the invention,
figure 3 shows a schematic diagram of an automated vehicle-side rail vehicle control system according to a second embodiment of the invention,
fig. 4 shows a flow chart illustrating a method for automatically controlling a rail vehicle according to an embodiment of the invention.
Detailed Description
A schematic diagram of a conventional system 10 for automated rail vehicle control is shown in fig. 1. The system 10 for automated rail vehicle control has a plurality of safety systems 2 arranged in an infrastructure. These safety systems 2 comprise, for example, technical devices which are designed to ensure the safety of the travel of the line against interfering objects. These safety systems 2 comprise doors on the platform and sensors for monitoring the rail free. Furthermore, these safety systems comprise fixed stationary spatial markers for synchronizing the rail vehicles and stationary safety devices for braking or stopping the rail vehicles. The on-board automatic control unit 1, which is also part of the system 10 for automatic rail vehicle control, provides driving and braking commands SW on the basis of information I transmitted by the technical devices of the infrastructure, for example position data, parking signals, etc., and forwards these to the traction and braking unit 3. The traction and braking unit 3 executes travel and braking instructions, so that an automatic control of the travel behaviour of the rail vehicle is achieved.
Fig. 2 shows a schematic representation of an automated vehicle-side rail vehicle control system 20 according to a first exemplary embodiment of the present invention. The vehicle-side rail vehicle control system 20 differs from conventional automatic rail vehicle control systems in that it is implemented on the vehicle side and does not require communication with infrastructure-side equipment.
Embodiments that combine the intelligence of the train safety components and infrastructure and the vehicle itself are also possible, but are not necessary for automated or autonomous driving functions.
Like the conventional system 10 shown in fig. 1, the automated vehicle-side rail vehicle control system 20 shown in fig. 2 has a drive and brake controller 3. The controller 3 obtains the travel and brake commands SW from the automated train operation system 11. In the automated vehicle-side rail vehicle control system 20, the automated train operation system 11 has control and regulation functions. Here, the physical properties of the rail vehicle are taken into account. On the one hand, the driving and braking commands are implemented using control technology, and on the other hand, the compliance with the driving profile is implemented using the automated train operation system 11. The mentioned actions are based on a setpoint value specification parameter SWV. The setpoint variable SWV is generated by a vehicle-side setpoint variable determination unit 22. The vehicle-side setpoint value specification unit 22 is connected to the vehicle-side sensor 21 and the database 23. The vehicle-side sensor 21 has a unit for satellite navigation, an incremental odometer, an inertial sensor or an imaging unit. The setpoint value specification parameter determination unit 22 determines the spatial position P of the rail vehicle using the sensor data SD determined by the sensors mentioned. Furthermore, the setpoint variable determination unit 22 has a comparison unit 22a, which comparison unit 22a also obtains map data KD from a database 23 in addition to the determined position P. The combination of different sensor types enables to compensate for inaccuracies of the respective system. For example, the range pulse generator (Wegimpulsgeber) has slip and skid effects and, for satellite signals, shadowing effects occur when traversing tunnels or forests. Furthermore, the use of inertial sensors enables direction detection when driving through switches.
The comparison unit 22a performs a comparison on the basis of the position P and the map data KD, wherein the information contained in the map, which is required for the driving operation and therefore the current setpoint variable SWV, is detected and evaluated. Such information may include, for example, line changes (Streckenverlauf), signal location, stop location, diversions, etc.
The travel of the rail vehicle follows a predefined travel task, which is defined, for example, by a travel plan. The current setpoint variable SWV, which indicates how far the rail vehicle should move, is determined from the current spatial position P, the predefined driving task and the map data KD, more precisely the route of the driving task stored in the map data KD. As already mentioned, the setpoint parameters determined are transmitted to the automated train operation system 11, on the basis of which the automated train operation system 11 generates driving and braking commands SW, by means of which the drive and braking controller 3 is controlled.
Fig. 3 shows a schematic representation of an automated vehicle-side rail vehicle control system 30 according to a second exemplary embodiment of the invention. The vehicle-side rail vehicle control system 30 shown in fig. 3 differs from the vehicle-side rail vehicle control system 20 shown in fig. 2 in that it has an additional sensor 31 for acquiring information from the environment. Additional sensors include imaging systems and radar for signal recognition, sensing other traffic participants, sensing obstacles in the area of the track, and sensing passengers at the stopping point. The vehicle-side rail vehicle control system 30 shown in fig. 3 differs from the vehicle-side rail vehicle control system 20 shown in fig. 2 in a setpoint variable determination unit 32, which evaluates the detected additional sensor information SDZ and can take it into account together in the determination of the setpoint variable SWV. In this way, the rail vehicle can also be moved safely in unprotected, open areas. The remaining units, such as the database 23, the automated train operation system 11 and the drive and brake control unit 3, do not differ in their function from the identically named units shown in fig. 2, and are therefore not described again in detail in conjunction with fig. 3.
A flow chart 400 illustrating a method for automatically controlling a rail vehicle according to an embodiment of the present invention is shown in fig. 4. In step 4.I, firstly, the surroundings of the rail vehicle are recognized on the vehicle side. Furthermore, in step 4.II, a setpoint specification parameter SWV for the control operation and the driving task of the rail vehicle is determined on the basis of the surroundings detection. Subsequently, in step 4.III, a driving and braking command SW for complying with the determined driving task is generated on the basis of the setpoint variable SWV of the vehicle-side setpoint variable determination unit. Finally, in step 4.IV, traction and braking operations are performed based on the determined travel and braking command SW.
Finally, it should be pointed out again that the method and the apparatus described above are only preferred embodiments of the invention, and that a person skilled in the art can modify the invention without leaving the scope of the invention as long as it is pre-given by the claims. For the sake of completeness, it is also noted that the use of the indefinite article "a" or "an" does not exclude that a relevant feature may also be present in plural. Likewise, the term "unit" does not exclude that a unit is made up of a plurality of components, which may also be spatially distributed, if desired.
Claims (10)
1. An automated vehicle-side rail vehicle control system (20, 30) having:
a vehicle-side setpoint value specification unit (22),
an automated train operation system (11),
-a running and braking unit (3), and
an additional sensor for detecting environmental information, wherein
A vehicle-side setpoint variable determination unit (22) is configured for determining setpoint variable (SWV) for a current driving task and a control operation of the rail vehicle on the basis of the highly precise vehicle-side position determination and the highly precise map data (KD) and the sensor data of the additional sensors,
-the automated train operation system (11) is configured for generating driving and braking commands (SW) on the basis of a setpoint specification parameter (SWV) of a vehicle-side setpoint specification parameter determination unit (22), and
-the running and braking unit (3) is configured for performing traction and braking operations based on the determined running and braking instructions (SW).
2. The automated vehicle-side rail vehicle control system according to claim 1, wherein the vehicle-side setpoint value predetermining parameter determining unit (22) comprises at least one of the following sensors (21):
-a position determination unit for determining the position of the mobile terminal,
-an incremental odometer for the vehicle,
-an imaging system for imaging the object,
-a radar system for detecting the position of the object,
-an inertial sensing mechanism.
3. The automated vehicle-side rail vehicle control system according to one of the preceding claims, wherein the vehicle-side setpoint parameter determination unit (22) comprises a comparison unit (22a) for comparing the detected sensor information with a highly accurate route map.
4. The automated vehicle-side rail vehicle control system of any of the preceding claims, wherein the highly accurate route map includes at least a portion of the following information:
-a change of line,
-a position of the signal,
-a parking spot position,
-an intersection.
5. The automated vehicle-side rail vehicle control system according to one of the preceding claims, wherein current predefined parameters of how the rail vehicle should move can be determined on the basis of the current spatial position (P), the driving task and the stored map (KD).
6. The automated vehicle-side rail vehicle control system of claim 2, wherein the sensor has at least one imaging system or radar system, and information of the imaging system or radar system can be used to determine the following information:
-a signal identification,
-perception of other traffic participants,
-perception of passengers at the parking spot for performing the parking spot handling.
7. A rail vehicle having an automated vehicle-side rail vehicle control system according to any one of the preceding claims.
8. Method for automatically controlling a rail vehicle, having the following steps:
-determining the position (P) of the rail vehicle with high accuracy on the vehicle side,
-detecting environmental information,
determining nominal preset parameters for the current driving task and the operation of the regulating operation of the rail vehicle on the basis of the determined position (P) and the highly accurate map data (KD),
-generating a driving and braking command (SW) on the basis of a nominal preset parameter (SWV),
-performing traction and braking operations based on the determined driving and braking commands (SW).
9. A computer program product with a computer program which can be loaded directly into a memory unit of a control device of a rail vehicle, having program segments for carrying out all the steps of the method as claimed in claim 8, when the computer program is executed in the control device.
10. A computer-readable medium, having stored thereon program segments executable by a computer unit for performing all the steps of the method as claimed in claim 8, when the program segments are executed by the computer unit.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018215697.2A DE102018215697A1 (en) | 2018-09-14 | 2018-09-14 | Automated on-board control system for a rail vehicle |
| DE102018215697.2 | 2018-09-14 | ||
| PCT/EP2019/074164 WO2020053245A2 (en) | 2018-09-14 | 2019-09-11 | Automated on-vehicle control system for a rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112839857A true CN112839857A (en) | 2021-05-25 |
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Family Applications (1)
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| CN201980067788.9A Pending CN112839857A (en) | 2018-09-14 | 2019-09-11 | Automated vehicle-side control system for a rail vehicle |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US11999396B2 (en) |
| EP (1) | EP3829951A2 (en) |
| CN (1) | CN112839857A (en) |
| DE (1) | DE102018215697A1 (en) |
| RU (1) | RU2764078C1 (en) |
| WO (1) | WO2020053245A2 (en) |
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- 2019-09-11 CN CN201980067788.9A patent/CN112839857A/en active Pending
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| US11999396B2 (en) | 2024-06-04 |
| US20220032983A1 (en) | 2022-02-03 |
| DE102018215697A1 (en) | 2020-03-19 |
| WO2020053245A3 (en) | 2020-05-14 |
| WO2020053245A2 (en) | 2020-03-19 |
| RU2764078C1 (en) | 2022-01-13 |
| EP3829951A2 (en) | 2021-06-09 |
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